WO2023052701A1

WO2023052701A1 - Vehicle with automated defogging of side windows

Info

Publication number: WO2023052701A1
Application number: PCT/FR2022/051661
Authority: WO
Inventors: Bruno Pintat; Laurent Bauvineau
Original assignee: Psa Automobiles Sa
Priority date: 2021-09-30
Filing date: 2022-09-02
Publication date: 2023-04-06
Also published as: FR3127445A1

Abstract

Vehicle (V) comprising a heating and/or air-conditioning installation (IC) supplying treated air to ducts (CA) connected to diffusers (DA) associated with side windows (VL). Each duct (CA) or diffuser (DA) comprises a fan (VV) capable of increasing the speed of the treated air so that the latter circulates with an increased speed on the associated side window (VL) in order to combat the formation of fogging.

Description

DESCRIPTION

TITLE: VEHICLE WITH AUTOMATED SIDE WINDOW DEFOGGER

The present invention claims the priority of French application 2110350 filed on September 30, 2021, the content of which (text, drawings and claims) is incorporated herein by reference.

Technical field of the invention

The invention relates to vehicles which include a passenger compartment partially delimited by side windows, and more specifically the control of the demisting of such side windows.

State of the art

Certain vehicles, possibly of the automobile type, comprise a passenger compartment partially delimited by side windows and a heating and/or air conditioning installation responsible for supplying this passenger compartment with treated air.

Sometimes, the heating and/or air conditioning installation includes ducts which are connected to diffusers associated with side windows. This makes it possible to deliver treated air to these side windows to combat the formation of fog.

However, in practice, this fight against the formation of fog often proves to be insufficiently effective, or even ineffective, and this ineffectiveness proves to be all the greater as the percentage of recirculated air (from the passenger compartment) which supplies the installation of heating and/or air conditioning is important. It is indeed recalled that to optimize the energy consumed by the heating function of a vehicle (in particular when its powertrain (or GMP) is all electric), the air inlet flap supplies the heating installation and/or air conditioning at least partly with recirculated air because it is easier and less energy-intensive to heat already heated air than to continuously heat unheated outside air.

In addition, the further the side windows are from the place where the treated air is produced, the more inefficient the control. This is mainly due to the fact that more the side windows are further from the place where the treated air is produced, the greater the pressure drops in the ducts of the heating and/or air conditioning installation, and therefore the higher the speed of the treated air which reaches the level of the side window diffusers is reduced, which makes this treated air all the less effective in the fight against fogging.

The aim of the invention is therefore in particular to improve the situation.

Presentation of the invention

It proposes in particular for this purpose a vehicle comprising a heating and/or air conditioning installation supplying treated air to ducts connected to diffusers associated with side windows.

This vehicle is characterized in that each duct or diffuser (associated with a duct) comprises a fan able to increase the speed of the treated air so that the latter circulates with an increased speed on the associated side window to fight against a fogging.

Thanks to this increase in the speed of the treated air which reaches the level of a fan, the treated air leaving the diffuser concerned can now effectively fight against the formation of fog.

The vehicle according to the invention may include other characteristics which may be taken separately or in combination, and in particular:

- the heating and/or air conditioning installation may comprise, on the one hand, a clean air inlet flap, depending on its position, to supply it with outside air and/or recirculated air from a passenger compartment of the vehicle partially delimited by the side windows, and, on the other hand, a computer capable of triggering operation of each fan according to the position of the air inlet flap;

- in the presence of the first option, the computer may be capable of triggering at least partial operation of each fan when the air inlet flap is in a position ensuring at least a partial supply of recirculated air;

- in the presence of the first option or the last sub-option, it can include a mist sensor capable of delivering information which is representative of a risk of fogging on the side windows. In this case, the computer may be capable of triggering the operation of each fan depending also on the level of risk;

- in the presence of the last two sub-options, the computer can be capable of triggering operation at a maximum level of each fan when the air inlet flap is in a position providing at least a partial supply of recirculated air and that the level of risk is greater than or equal to a first chosen threshold, or operation of an intermediate level, strictly lower than the maximum level, of each fan when the air inlet flap is in a position ensuring supply at least partly with recirculated air and that the level of risk is lower than the first threshold chosen;

- also in the presence of the last two sub-options, the computer can be capable of triggering operation at an intermediate level, strictly lower than a maximum level, of each fan when the air inlet flap is in a position ensuring an outside air supply and that the level of risk is greater than or equal to the first threshold chosen;

- when the maximum level is equal to 100%, the intermediate level can be between 40% and 60%;

- at least one duct or diffuser may include a heating device capable of heating the treated air before it reaches the associated side window;

- in the presence of the first and last options, the computer may be capable of triggering operation of each heating device when a temperature outside the vehicle is below a second chosen threshold;

- it can be of the automotive type.

Brief description of figures

Other characteristics and advantages of the invention will appear on examination of the detailed description below, and of the appended drawings, in which: [FIG. 1] illustrates schematically and functionally, in a side view section in a longitudinal and vertical plane, an embodiment of a vehicle according to the invention, and

[Fig. 2] schematically and functionally illustrates an embodiment of a computer for a vehicle heating and/or air conditioning installation according to the invention.

Detailed description of the invention

The object of the invention is in particular to propose a vehicle V comprising a passenger compartment H closed and partially delimited by side windows VL which for some at least are subject to demisting control.

In what follows, it is considered, by way of illustrative example, that the vehicle V is of the automobile type. This is for example a car, as illustrated in Figure 1. But the invention is not limited to this type of vehicle. It relates in fact to any vehicle (land, sea (or river), or air) comprising a closed passenger compartment and partially delimited by side windows.

A part of an example of a vehicle V comprising a closed passenger compartment H and a heating and/or air conditioning installation IC intended to supply treated air for this passenger compartment H is schematically illustrated in FIG.

The passenger compartment H is partially delimited by side windows VL which, for some at least, are subject to demisting control. It will be noted that in the example illustrated without limitation in FIG. 1, the side windows form part of the rear PL side doors (or doors). But in an alternative embodiment they could form part of the rear side panels (or "quarter panels"). In another alternative embodiment, the side windows could form part of the front side doors (or doors).

The (heating and/or air conditioning) installation IC notably comprises ducts CA connected to diffusers DA which are associated with side windows VL (here rear) to supply them with treated air (arrow F4), on the interior side . For example, each duct CA can be connected to a single diffuser DA associated with a side window VL. But the same CA duct could be connected to at least two DA diffusers associated with a single VL side window or multiple VL side windows.

It will be noted, as illustrated without limitation in FIG. 1, that the installation (for heating and/or air conditioning) IC also includes an air inlet flap VEA which is suitable, depending on its position, for supplying it in outside air and/or in recirculated air from the passenger compartment H. The outside air is supplied by a first supply duct C1 communicating with the exterior of the vehicle V (arrow F1), and the recirculated air is supplied by a second supply duct C2 communicating with the passenger compartment H (arrow F2).

According to the invention, each duct CA or each diffuser DA (connected to a duct CA) comprises a fan W which is capable of increasing the speed of the treated air so that the latter circulates with an increased speed on the side window VL associated to fight against fogging.

It will be understood that the treated air reaches the level of the fan W with a certain speed v1 that the latter (W) is responsible for increasing up to an increased speed v2 which is large enough for the treated air leaving the diffuser DA concerned (arrow F4) effectively combats fogging.

It will be noted that in the example illustrated without limitation in FIG. 1, the fan W is part of the diffuser DA. But in a variant embodiment not shown, the fan W could be part of the duct CA, preferably as close as possible to the diffuser DA to which this duct CA is connected so as to limit pressure drops as much as possible.

For example, and as illustrated without limitation in FIG. 1, the installation IC can comprise, in addition to its air inlet flap VEA, a calculator Cl which is capable of triggering operation of each fan W according to the position of the VEA air inlet flap. This makes it possible to automatically control demisting of the VL side windows depending on the type of air supplying the installation IC (entirely exterior (F1), partly exterior and partially recirculated (F1 and F2), or entirely recirculated (F2)).

Also for example, the computer C1 may be capable of triggering a at least partial operation of each fan W when the air inlet flap VEA is in a position which provides at least a partial supply of recirculated air. In other words, when the air supplying the installation IC is at least partially recirculated (F1 and F2, or F2), the fans W are automatically put into operation at least partially. This results from the fact that in the case of a supply at least partly of recirculated air, each air extractor of the vehicle V is closed (or almost closed) because the pressure in the passenger compartment H decreases or becomes zero, and therefore the the speed of the treated air reaching the level of the fans W is notably reduced (partial recirculation), or even greatly reduced (total recirculation).

It will also be noted, as illustrated without limitation in FIG. 1, that the vehicle V can also include a mist sensor CB (for example in its passenger compartment H) capable of delivering information which is representative of a risk of mist formation on the passenger car side windows. In this case, the computer Cl may be capable of triggering the operation of each fan W depending not only on the type of air supplying the installation IC, but also on the level of risk of fogging. This option enables more sophisticated demisting control that consumes less electrical energy since the operation of the W fans can then no longer be of the "all or nothing" type.

For example, the calculator Cl can be able to trigger operation of a maximum level or of an intermediate level, strictly lower than the maximum level, of each fan W. Of course, this requires that the fans W can offer at least two different levels of operation, one maximum offering a maximum speed increase, the other intermediate offering an intermediate speed increase. Operation according to the maximum level (consuming maximum electrical energy) is triggered when the VEA air inlet flap is in a position which ensures a supply at least partly of recirculated air and the level of risk is greater than or equal to at a first chosen threshold s1. Operation according to the intermediate level (consuming intermediate electrical energy) is triggered when the VEA air inlet flap is in a position providing at least a partial supply of recirculated air and the risk level is lower than the first threshold s1 chosen.

Also, for example, the computer Cl can be capable of triggering operation of the intermediate level of each fan W when the air inlet flap VEA is in a position ensuring a supply of outside air and the level of risk is higher or higher. equal to the first chosen threshold. Consequently, when the air inlet flap VEA is in a position ensuring a supply of outside air and the level of risk is lower than the first threshold s1 chosen, the fans W are not operated, because it is considered that this is not necessary. In addition, only operation according to the intermediate level is imposed because the speed of the treated outside air reaching the level of the fans W is less reduced than when it is a question of at least partially recirculated air, because that each air extractor of the vehicle V is then partially open.

Also, for example, first and second risk levels can be used. The first level of risk is strictly lower than the second level of risk which then constitutes the first threshold s1. But the risk level could be a calculated or estimated number whose value varies between two minimum and maximum values. In this case, the first threshold s1 can also be a number.

Also, for example, when the maximum level of operation of the fans W is equal to 100%, the intermediate level of operation of the fans W can be between 40% and 60%. By way of illustrative example, the intermediate level of operation of the fans W can be equal to 50%.

It will also be noted, as illustrated without limitation in FIG. 1, that at least one conduit CA or one diffuser DA (connected to a conduit CA) may comprise a heating device DC which is suitable for heating the treated air before it does not reach the associated passenger car side window. This option makes it possible to control the demisting even more sophisticated and possibly even more effective due to the increase in the temperature of the treated air circulating on the side windows VL concerned. For example, each DC heating device can take the form of at least one heating resistor (possibly of the PTC ("Positive Temperature Coefficient") type).

It will be noted that in the example illustrated without limitation in FIG. 1, the heating device DC forms part of the diffuser DA. However, in a variant embodiment not shown, the heating device DC could form part of the conduit CA, preferably as close as possible to the diffuser DA to which this conduit CA is connected so as to limit heat losses as much as possible. Note also that it is possible to have a fan W in a CA duct and a DC heater in the diffuser DA connected to this CA duct, or a DC heater in a CA duct and a fan W in the diffuser DA connected to this conduit CA. It should also be noted that a fan W can be placed upstream or downstream of an associated DC heating device, with respect to the direction of circulation of the treated air (arrow F4).

For example, the computer Cl can be able to trigger operation of each heating device DC when the temperature outside the vehicle V is below a second chosen threshold s2. This second threshold s2 can optionally be chosen according to the humidity level in the passenger compartment H since the dew point depends on this level. By way of illustrative example, this second threshold s2 can be between 3°C and 7°C when the humidity level is around 40%.

It will also be noted that the computer Cl can possibly be the installation supervision computer IC. But this is not compulsory, because it can also be a computer dedicated to controlling the demisting of at least the LV side windows.

As illustrated without limitation in FIG. 2, the computer Cl comprises at least one processor PR1 and at least one memory MD which are arranged to perform operations allowing control of the demisting of at least the side windows VL. It is made in the form of a combination of electrical or electronic circuits or components (or “hardware”) and software modules (or “software”).

The processor PR1 can, for example, be a signal processor (or DSP (“Digital Signal Processor”)). This processor PR1 can comprise integrated (or printed) circuits, or else several integrated (or printed) circuits connected by wired or wireless connections. By integrated (or printed) circuit is meant any type of device capable of performing at least one electrical or electronic operation. Thus, it may, for example, be a microcontroller.

The memory MD is active in order to store instructions for the implementation by the processor PR1 of the demisting control functionalities described above.

This calculator Cl can also include, in addition to the random access memory MD and processor PR1, a mass memory MM, in particular for storing the level of risk, the current position of the air inlet flap, any outside temperature, any temperature inside the passenger compartment H, and intermediate data involved in all its calculations and processing. Furthermore, this calculator Cl can also comprise an input interface IE for receiving at least the level of risk, the current position of the air inlet flap, the possible outside temperature and the possible temperature interior to use them in calculations or processing, possibly after having them shaped and/or demodulated and/or amplified, in a manner known per se, by means of a digital signal processor PR2. In addition, this calculator C1 may also include an output interface IS, in particular for delivering any messages or operating orders for the fans W and any heating devices DC.

It should also be noted that a basic operation could be envisaged in which it is the user who simply presses on a control device or selects a sub-menu when he wants to automatically trigger the demisting of the LV side windows (by setting in operation of the W fans and any DC heaters).

Claims

1. Vehicle (V) comprising a heating and/or air conditioning installation (IC) supplying treated air to ducts (CA) connected to diffusers (DA) associated with side windows (VL), characterized in that each duct ( CA) or diffuser (DA) comprises a fan (W) adapted to increase a speed of said treated air so that the latter circulates with an increased speed on the side window (VL) associated to fight against fogging.

2. Vehicle according to claim 1, characterized in that said heating and/or air conditioning system (IC) comprises i) an air inlet flap (VEA) suitable, depending on its position, for supplying it with outside air and/or recirculated air from a passenger compartment (H) of said vehicle (V) partially delimited by said side windows (VL), and ii) a computer (Cl) capable of triggering operation of each fan (W) as a function of said position of the air inlet flap (VEA).

3. Vehicle according to claim 2, characterized in that said computer (Cl) is capable of triggering at least partial operation of each fan (W) when said air inlet flap (VEA) is in a position ensuring supply at least partly with recirculated air.

4. Vehicle according to claim 2 or 3, characterized in that it comprises a mist sensor (CB) capable of delivering information representative of a risk of mist forming on said side windows (VL), and in that said computer (Cl) is capable of triggering said operation of each fan (W) as a further function of said level of risk.

5. Vehicle according to the combination of claims 3 and 4, characterized in that said computer (Cl) is capable of triggering operation of a maximum level of each fan (W) when said air intake flap (VEA) is in a position ensuring a supply at least partly of recirculated air and that said level of risk is greater than or equal to a first chosen threshold, or operation of an intermediate level, strictly lower than said maximum level, of each fan (W ) when said air inlet flap (VEA) is in a position providing at least a partial supply of recirculated air and that said level of risk is lower than said first chosen threshold.

6. Vehicle according to claim 4, characterized in that said computer (Cl) is capable of triggering operation of an intermediate level, strictly lower than a maximum level, of each fan (W) when said inlet flap air (VEA) is in a position ensuring a supply of outside air and that said level of risk is greater than or equal to said first chosen threshold.

7. Vehicle according to claim 5 or 6, characterized in that, when said maximum level is equal to 100%, said intermediate level is between 40% and 60%.

8. Vehicle according to one of claims 1 to 7, characterized in that at least one duct (CA) or diffuser (DA) comprises a heating device (DC) capable of heating said treated air before it reaches the associated side window (VL).

9. Vehicle according to the combination of claims 2 and 8, characterized in that said computer (Cl) is capable of triggering operation of each heating device (DC) when a temperature outside of said vehicle (V) is lower at a second chosen threshold.

10. Vehicle according to claims 1 to 9, characterized in that it is of the automotive type.